Brake-valve



(No Model.)

ZSheets-Sheetl.

W. J. BRADLEY; BRAKE VALVE, No. 586,158. Patented July 13, 1897.

WITNESSES 77 INVENTOH. wm 6 B) ATTOHNEKS v (No Model.) 2 SheetsSheet 2.w. J. BRADLEY.

BRAKE VALVE.

Patented July 13, 1897.

IN VE N TOR a wmawfluf WITNESSES QQ/Ijfi A TTORNEVS ms nu FHCE.

i/VILLIAM JAMES BRADLEY, OF JERSEY CITY, NE\V JERSEY.

BRAKE-VALVE.

SPECIFICATION forming part of Letters Patent No. 586,158, dated July 13,1897.

Application filed June 1, 1896.

To all whom it may concern:

Be it known that I, WILLIAM J AMES BRAD LEY, a citizen of the UnitedStates, and a resident of Jersey City, county of Hudson, and State ofNew Jersey, have invented certain new and useful Improvements in Brake-Valves, of which the following is a specification, reference being hadto the accompanying drawings, forming a part thereof, in which similarletters and figures of reference indicate corresponding parts.

This invention relates to an improvement in brake-valves for controllingand operating air-brakes upon railway-trains, the object of theinvention being to provide an efficient and operative device of thischaracter which is constructed in such a manner as to obviate the use ofperishable rubber diaphragms and gaskets. Further, the device comprisesfew and simple parts, it is easily and quickly operated, is positive inits action, and it is inexpensive and durable.

The invention will be hereinafter fully described, and specifically setforth in the annexed claims.

In the accompanying drawings, forming part of this specification, Figure1 is a plan view of my improved valve. Fig. 2 is a vertical sectionalelevation on a line 5c 00 of Fig. 1. Fig. 3 is an inverted plan view ofthe valve in detail. Fig. 4 isa plan view of the body of the device.Fig. 5 is a sectional plan view thereof, taken on a line y y of Fig. 2.Fig. 6 is a plan view of the device, illustrating the operation of thevalve; and Fig. 7 is a vertical sectional elevation on a line 2 z ofFig. 4.

In the practice of my invention I provide primarily a cast-metal body orbase A. This body has formed therein ports or channels A andALeadingrespectivelyintotheseparts are tubular channels B and B. Thechannel 13 is provided with a coupling 19, which connects to a tube Z).This tube leads directly from the main air-reservoir of any suitableair-brake system, which reservoir is adapted to supply compressed airfor the operation of the brakes, which air is passed throughandcontrolled by my improved device. (Jonnected to the tubular channel Bis a coupling 19 which connects to the tube 19 which leads Serial a.593,711. on) model.)

to and connects with any suitable train-line of air-brakes.

Tapped into the port or chamber A is a tube C, which may be connected toany suitable air-gage adapted to register the condition of the air inthe main reservoir, and tapped into the channel A is a similar tube 0,adapted to connect with the gage for indicating the train-line pressure.

Leading outwardly and upwardly from the channel A is a port 1, which isadapted to communicate with a port 2 of a circular plate D, which issecurely attached to the body A and is ground thereon, whereby anair-tight joint is maintained between the two said parts, which arepractically integral with each other.

The channel A has two branches leading from its point of outlet, one ofwhich leads into a port 3 of the plate D and the other into port 4 ofthe said plate. The two ports 2 and 3 of this plate D are adapted toengage with a port 5 of a revoluble valve E, which said valve issmoothly ground to the upper surface of the plate D, whereby said plateacts as a seat for the valve and an air-tight joint between valve andseat is maintained. The said valve is adapted to revolve around aspindle F, which is securely attached to the body A. Said valve isfurther provided through its periphery with a segmental port 6, adaptedfor engagement with the port 4 of the plate D for exhausting the airfrom the train-line.

Secured to the top surface of the valve E is a handle or lever E, whichhasa depending spring-tongue 6 attached thereto. This tongue is adaptedto engage with radial projections or stops d, 01 and d of the stationaryplate D.

To maintain the valve E in secure vertical engagement with its seat D, Iprovide a coilspring G, which bears at its upper portion upon the lowerface of a collar g, which is secured around the upper portion f of thespindle F.

Adjacent to the collar g is a similar collar g, and between these twocollars are ballbearings g for reducing friction in operating the valve.The said parts are all held to the spindle F by means of a nut F, whichis secured to the outer end of the portion f of the spindle F.

Leading through the body A from the channel A is a channel 7, whichcommunicates with a port 8. Said port leads into an annular chamber 9,which forms part of the feedvalve 11. The casing of said valve istightly joined to the body A through the medium of bolts 05.

Leading from the chamber 9 is a chamber 10, which chamber is of adiameter considerably larger than the chamber 9, and mounted upon anannular shoulder 11 of the chamber 10 is a metallic diaphragm 12, whichsaid diaphragm is held in place by means of a metallic ring 13 and athreaded plug 14. This said plug is extended into a depending tubularprojection 15.

Formed within the channel which joins the chambers 9 and 10- together isa valve-seat 1;, which is adapted for engagement with the valve I, whichvalve is adapted to be closed by a spring 2".

Leading from the chamber 10 is a channel 16, which communicates with achannel 17, which said channel 17 communicates with a port 18 of theplate D.

Secured to the diaphragm 12 by means of a nut j is a stop J, which stopis adapted to engage with a seat j of the plug 14. The said stop isnormally maintained in its unseated or open position by means of acoilspring K, which is mounted upon a screwplug K, which is threadedwithin the lower end of the tube 15. By raising or lowering this plugthe tension of the spring K can be gaged. Engaging with the outer edgeof the plug K is a screw-cap 70, which acts as a jamnut for maintainingthe plug K in position.

In the operation of the device, the valve E being set as indicated inFig. 1 of the drawings, the air from the main reservoir will passthrough the channel A, thence up through the port 5 of the said valveand down into the channel A and thence through the tube B to thetrain-line. WVhen the handle is in running position, as indicated inFig. 6, the main supply-port 1, which leads from the channel A, isclosed. Air is then supplied from the main channel A to the channel 7,thence to the channel 8 into the chamber 9 of the feed-valve casing,thence to the chamber 10 and through the channels 16 and 17 to the port18, from said port to the port 5 of the valve, and thence down throughthe channel A to the outlet 13, which leads to the train-line.

In order to exhaust the air from the trainline and work the brakesgently and slowly, the handle will be moved in the direction of thearrow m in Fig. 2 of the drawings until the port 6 of the valve Ecommunicates with the extensions 3 and s of the port 4, whereby air willbe exhausted from the train-line when making a slow and ordinary stop,but when it is desired to make an emergency stop and exhaust air rapidlythe handle E of the valve E will be swung around to the stop (1 wherebythe port 6 of the valve E will register with the port 1 of the plate Dand instantly exhaust the air from the train-line, whereby a fullapplication of brakes will occur.

The feed-valve H is adapted to maintain a full supply of air in thetrain-line under a uniform pressure, and the cavities 9 and 10 will bemaintained in relative positions by changing the tension of the springK. For instance, there is one hundred pounds pressure in chamber 9 andseventy pounds in chamber 10, the same pressure (seventy pounds) beingmaintained in the train-line. Now any excess of pressure will force thestop J down upon its seat and close the valve I. The coil-spring K beingset at seventy pounds pressure, it a leak should occur in the train-linethe pressure in cavity 9 is reduced, causing the spring to move thevalie12 upwardly, thus allowing air to pass into the port 16 and thence tothe train-line, as before described. VVhen seventy pounds is againreached, the diaphragm is forced down and the valve I is again seated.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a brake-valve, a casing comprising a solid valve-body having twoports, a removable valve-seat provided with three ports ground to thesaid valve-body, a removable valve mounted on a spindle secured in thesolid valve-body, a handle for operating the valve, spring-actuatedmeans for securing the valve in engagement with its seat, ballbearingsfor reducing friction in operating the valve, and a feed-valvemechanism, substantially as shown and described.

2. An improved brake-valve, comprising a solid base or body having twoports therein and a removable valve-seat having three ports thereinground thereto, channels leading therethrough respectively from a sourceof air-supply and to a train-line of brakes, said channels communicatingwith a revoluble valve having a port therein for connecting the two saidchannels together, and a further port for exhausting air from thechannel communicating with the train-pipe, the said body having furtherchannels formed therein which communicate respectively with the saidsupply-channel and with the said revoluble valve; and a feed-valve whichengages with the two last-named channels and comprises a hollow bodyhaving a diaphragm, a spring-pressed valve and a stop therein forregulating the pressure in the train-line, substantially as shown anddescribed.

3. The combination of the metallic body having an inlet connected to anair-supply, an outlet-channel leading to a train-line, the revolublevalve for connecting the said chan- IIO nels, and the plate or seat forsaid valve the inletand outlet channels of the said body,

ground thereon, the spring-pressed means, substantially as shown anddescribed. said means consisting of the collars with in- In testimonythat I claim the foregoing as terposed roller-bearings and springs formainmy invention I have signed my name, in pres- I 5 5 tainingit inengagement with its seat, and ence of two Witnesses, this 27th day ofMay, the operating-lever which is connected to the A. D. 1896. saidvalve; with the feed-valve comprising r the compartmental casing havinga valve, a WILLIAM JAMES BRADLES" regulating-diaphragm therein and thesprings Witnesses I 10 for operating the said parts, and channelsWILLIAM BRABAND, for connecting the feed-valve chambers with THEODOREABEL.

